Arrangement of subway terminal loops.



Patented Mar. 23, 1909.

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Fue/livr @ear @MJC-Chmn? G. W. JACKSON. ABBANGEMENT 0F SUBWAY TERMINALLOUPS.

APPLIUATION FILED SEPT. 1, 190s.

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G. W. JACKSON.

ABBANGEMENT 0F SUBWAY TERMINAL Loors.

APPLICATION FILED SEPT. 1, 1908.

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Patented Mar. 23, 1909.

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nu: Nuss.: Persa: ca., wasn! vcfoN n c transfer district, while avoidingthe necessity GEORGE W. JACKSON, O

F CHICAGO, ILLINOIS.

ARRANGEMENT OF SUBWAY TERMINAL LOOPS.

Application filed September 1,

Specicaton of Letters Patent.

Patented March 23, 1909.

1908. Serial No. 451,235.

To all whom it may concern:

Be it known that I, Gnonen W. JACKSON, a citizen of the United States,and a resident of Chicago, in the county of Cook and State of Illinois,have invented certain new and useful Improvements in Arrangement ofSubway'Terminal Loops; and I do hereby declare that the following is afull, clear, and exact description thereof, reference being had to theaccompanying drawings, and to the characters of reference markedthereon, which form a part of this specification.

This invention relates to a system or arrangement of terminal loops ofrailways operating in subways built beneath the streets of cities fortraction purposes, and the object of the invention is to bring theterminal loops of a'number of subway lines or tracks beneath a downtownor transfer district of the city such close adjacency as to greatlyfacilitate the transfer of passengers from one line or route to othersextending into the of assengers crossing the tracks in making suctransfers and avoiding the tracks crossing each other in such district.

The invention consists in the matters hereinafter set forth and moreparticularly point ed out in the appended claims.

As shown in the drawings Figure l is a diagrammatic plan of a typicallay-out of the streets of a city, showing in differentiated lines theseveral downtown terminal loops of a number of subway routes or railwaytracks. Fiff. 2 is an enlarged view of the intersecting subwayscontaining the adjacent parts of the track or route loops, andillustrating walks extending between the double tracks in the subwaysover which passengers may pass from one transfer station to another.Fig. 3 is a cross-sectional view of a double-track subwa f, taken online 3 3 of Fig. 2.

As shown in Fig. 1, I have indicated by full and dotted lines, sixsubway routes or tracks which converge from the surrounding parts of thecity to the central transfer district. They are designated as routes No.1, No. 2, No. 3, No. 4, No. 5 and No. 6. The terminal loops 11, 22, 33,44, 55 and 66 of said routes are brought together in the transferdistrict in such manner that one side or member of each loop liesparallel and together with a portion of another loo in a double tracksubwa whereby rea y transfer may be made rom the loop of one route toanother. All of said loops are so arranged that each loop is inconvenient walking distance of every other loop, and walks are providedbetween the tracks in the subways over which each transfer station maybe reached from any other transfer station without crossing the tracks.

' The loops 11, 22, 55 and 66 of routes Nos. 1, 2, 5 and 6 extend aboutfour adjacent blocks A, B, C and D whose adjacent corners are at twointersecting streets. rI'he corners of the said four loops are broughttogether in the two intersecting subways at the point E beneath saidintersecting streets, and the sections of the subways between adjacentblocks A, B, C and D containing parts of two tracks of different loops.The loop 33 of route No. 3 extends about blocks designated as F and G,and the closed end portion 331 of the loop is located in the samesection of the subway as that portion of loop 55 which is on that sideof the block D remote from the central point E. One side of the loop 33extends for a distance parallel with and in the same section of thesubway as the adjacent side of the loo 22. The corner I-I of said loop33 is, therefore, located but a block from the central transfer point E.The loop 44 of route No. 4 is located with its closed end portion 441lying in the same subway section with a portion of one of the longersides of the loop 33 and partially surrounds the block I alongside ofthe block F. The corner J of said loop 44 nearest the central transferpoint E is but three blocks from said transfer point. It will be thusnoted that with this arrangement the four loops 11, 22, 55 and GG arebrought with their corners beneath two intersecting streets at the pointE so as to afford the most convenient means possible of transferringfrom one line to another thus centering at said point, while the loops33 and 44 of routes N o. '3 and No. 4 are located but one and threeblocks, respectively, from the central transfer point E.

Arranged within each of the subways which contains a portion of twoloops, and between the tracks of such parts of the loops, are walks 10.These walks may extend continuously throughout the length of the severallooped portions of the subway as far as may be desired to permitpassengers to walk through the subway from different stations to othersbefore ascending to the street grade in order to avoid crowded overheadstreets. The principal use of the walks, however, as

associated with the present arrangement of.

the loops is to provide free and uninterrupted passage betw'een thetransfer stations 20 of the several loops, while avoiding the necessityof transferring passengers crossing the tracks. It will be understoodthat the lower landings of the stairways from the street level to thcsubway level will be located between the tracks, and such landings mayAbe located at street intersections or other points as local conditionsmay permit or require. Thus a person leaving a car from a station ofeither of the routes, in the transfer district, is able to pass to astation on any other loop within said district without crossing latrack.

Vlfith the arrangement herein shown, it will be noted that passengerstransferring from the loop farthest distant from the central transfer'point E, to wit, from the loop 44, are required to walk only threeblocks to reach the transfer station of any of the loops. Moreover, apassenger may transfer from distant loops 33 and 44 to any of the loopswhich center at the transfer point E over a single line by walking onlythe distance between the station of the loop which he leaves and thenearest station of the adjacent loop. lt will be understood that theloops may also be reached from the streets by stairways which extend tothe subway level outside of the tracks, in which event the cars will bearranged to be boarded from both sides. The walks 10 are separated fromthe tracks by guard rails or fences 30 Y as shown in Fig. 3.

l claim as my invention l. In a subway system, the arrangement of theterminal loops of the routes or tracks in the transfer district of thesystem, characterized by arranging the loops of the several routes ortracks in subway loops beneath streets at the sides of closely adjacentblocks and arranging route loops with the corners thereof at a centraltransfer point beneath the intersection of streets separating saidblocks, there being a free and unobstructed passagein the subway betweentransfer stations of adjacent loops.

2. ln a subway system the arrangement. of the terminal route loops inthe transfer district of the system, characterized by arranging theloops of the several routes in subway loops beneath streets at the sidesof adjacent blocks, and arranging certain of the route loops with thecorners thereof at a central transfer point beneath the intersection ol'streets separating said blocks, and arranging certain of said loopsalong side of each other, parts of each loop of the subway beingtraversed by parts of loops of different routes, arranged therein sideby side, there being free passage way between the transfer stations ofthe loops at said central transfer point, and free and unobstructedpassage ways from said central transfer point to transferstationsbelonging to other distinct route loops.

3. ln a subway traction system, the ar rangement of the terminal loopsofthe routes or car tracks in the transfer district of the system,characterized by arranging the loops of the several routes or tracks insubway loojs beneath the streets at the sides of close y adjacentblocks, parts of each loop of the subway being traversed by parts ofloops of different routes or tracks, transfer stations in the subwayloops between the tracks belonging to different route loops and walksbetween the tracks in the subway extending uninterruptedly from onetransfer station to the other without crossing the tracks.

4. ln a subway system, the arrangement of the terminal loops of theroutes in the transfer district of the system, characterized byarranging the loops of the several routes or tracks in subway loopsbeneath streets at the sides of closely adjacent blocks, the tracks ofdifferent routes lying side by side in a single section of the subwaywith no track crossing another, transfer stations located in the subwaybetween tracks belonging to different route loops and walks extendinguninterruptedly from transfer station to transfer station withoutcrossing the tracks of the route loops.

In testimony, that l claim the foregoing as my invention l affix mysignature in the presence of Witnesses.

GEORGE WT. JCKSGY.

T`Witnesses FRANK W. STR-Arron, WALTER L. JOHNSON, J. M. SiNGLnT'oN,

VY. L. HALL.

